Railroad-switch



UNITED STATES PATENT OEEICE.

WILSON P. DODSON, OF PHILADELPHIA, ASSIGNOR OF ONE-HALFV TO ALE'X- ANDER H. EGE, OF OUMBERLAND COUNTY, PENNSYLVANIA. I

RAILROADswlTeI-i.

SPECIFICATION forming part ofvLetters A:Patent N0. 2,559,001, datedJ'une 6, lsf?` Application inea october 7, 1881. (No model.)

To all whom it may concern Be it known that I, WrLsoN P. DoDsoN, of Philadelphia, in the county of Philadelphia and` State of Pennsylvania, have invented certain new and useful Improvements in Railroad-Switches; and I do hergby declare that the following is a full, clear, and exact description of the invention, which vwill enable others skilled in the art to which it` appertains to ro make and use the same, reference being had to the accompanying drawings, and to letters of reference marked thereon, which form a part of this specification.

My invention relates to improvements in railroad switches and frogs, by'which trains of cars in passing in either direction, whether upon the main track or siding, will be prevented from derailment underany and all circumstances arising from a misplaced switch. In referring to the drawings, Figure l is a plan view, showing the main track and switch, with the latter open to the former in full lines and closed in dotted lines. Fig. 2 is a longitudinal section in line x or of Fig. 1. Fig. 3 is a plan showing themain track and siding with a frog to be used in connection with the depressed track, of which the latter forms a part. Fig. 4 shows a longitudinal section on lineg/y of Fig. 3, with the part of deepest depression 3o of the main track removed. Fig. 5 is atransverse section through the roa-dbed and rails, showing more particularly the arrangement ot' the springs controlling the pointed rail.

Forthe sake of brevityof description, I shall call the direction of a train moving on the main track in direction of the arrows a a as up, while the opposite direction will necessarily he called down,and need not otherwise be specially designated. A

In speaking of the details of my invention, I propose to construct the permanent-track rail A of .a depressed shape or contour vertically, said depression extending gradually upon an incline downward from some point, as b, up the main track toward the opening of the switch until it reaches a maximum depth somewhat in excess ofthe height of the flanges of the wheels of a railway car or engine at or near the point e, at or about opposite the 5o pointed extremity of the movable switch-rail B, from which point c said maximum depth of depression is maintained in the samedirecg tion until the anges of the wheels of a train 'passing from the main track to the siding shall have had ample scope to clear the horizontal surface of said depression ofthe main-track rail A, from which point the depression takes an upward incline until a heighti's attained equalto that ofthe general level of the roadbed or track below the point b, or before rthe 6o commencement of the depression. said height being indicated in the drawings by the point c, after which the aforesaid general level is maintained both in the case of the main track and siding until the point d, Fig. 3, of the prolonged main-track rail A is reached in close proximity to the entrance ofthe frog 0, when the same contour or mode ot' depression of said main-track railAis repeated,and terminating at the point z in the tongue of the frog, where 7o the prolongation of the switch-rail B intersectsthe main-track rail A and conserves the same function withoiit variation as in the limits of the switch proper.

The permanent switch-rail B of thesiding is madeto lie closely against, and, if necessary, rigidly connected with, the depressed rail A laterally, and then spiked down firmly to the underlying cross-ties. It may also be rigidly bolted fast to said depressed main-track rail 8o A, but in either case made to perform with the latter the same combined function, whether located in the switch or frog. The location of the extremity ofthe switch-rail B is at a short remove from the commencement of the depres- 8 5 sion of said main track rail A, as at f, and thence continues said switch-rail Bin a horizontal line parallel with said main-track rail A until the said rail B reaches the point j",

from which point said track-rail B of the sid- 9o ing is elbowed or bent at such a curve as Will allow ofthe easy passage of the anges of the wheels of an ingong train between said point f and the main-trackrailA, when said switchrail B is prolonged parallel 'to the continuation 95 of the opposite track-rail of the. siding, or prolongation of the pointed switch-rail B', as here#` inafter more fully set forth.

With regard to the construction ofthe switchrailB, I propose to make the same pointed at loo its free end at an angle more or less acute, as may be required by the circumstances of the case, while said switch-rail is so connected with the other co-ordinate parts of the switch as shall render the same capable of being moved laterally at its pointed or free end in consequence of being pivoted at the opposite end as securely as may be desired. As regards the further construction of said pointed switclr rail B', I propose to make the same wedgeshaped more or less throughout the greater part of its lengtlnliavingithe pivotalextremity of said pointed rail B ot' such lateral thick ness as will enable it to perform, when rcquired, the function of a guard-rail, which it will be required to do in the case of a train passing up the main track with the switch closed for the siding. To secure this required thickness Ipropose either to make said pointed rail of a single heavy rail, planed down to the required lateral dimensions, or to use a T-rail of the ordinary dimensions, planed at the one extremity to a desired angle,and'snbsequently re-enforced by bolting asupplemental pointed rail into the outer shank of the same when in position, which combination will in most cases be sufficient, owing to the fact that the pressnre of the flanges of the wheels will always be inward when said pointed switch-rail performs the function of a guard-rail or in the direction of the greatest resistance. As are-enforcement of said inner resisting power I propose to locate one or more shoulders or stops, a c, at the limit of the inner range of said pointed rail B", said shoulders heilig so constructed as to engage snugly into the shank oragainst the tread of said switch-rail, as may he most desirable. When it is required to perform the desired lateral lnovement of said pointed switch-rail B in order to shunt a passing car or train, I propose to accomplish the same by means of a switch-lever or equivalent appliance, F, and switch-bar E, so adjusted and coupled together as to effect the desired lateral range, but at the same time to limit the movement strictly to said range, as hereinafter more fully set forth.

The stop or shoulder K is permanently and firmly attached or bolted fast to the sleeper or crosstie L, on which the switch-bar moves, and against which the remote extremity of said bar impinges, and thus performs the function of deining the limits ofthe inward thrust of the same.

The switch-bar E is also furnished with a suitable housing, H, bolted fast thereto, the arms or hearings a4 a5 of which are perforated or otherwise suitably equipped for the reception of the spring-bar Gr. Said spring-bar G is bolted or otherwise securely attached at the one extremity to the pointed switch-rail B', while the opposite extremity passes through the perforations or receiving-seats of the arms of the housing H and the bore or caliber of the spiral or other suitable springs confined within or between said arms, said springs being confined and limited intheirlongitudinal thrust or motion therein by means of the adjustingnuts n a and the arms of the housing, said bar G being also pivoted at or near its bolted end when it is desirable to secure a ready mode of adjustment to the short radial requirements of the pivoted switch-rail B-a demand that obtains when the line of direction of the main track rails is curved more or less sharply within the limits of the switch proper; or if in practice it is found more convenient I may adopt a vice versa construction, supplying the spring-bar G with the housing H, and the switch-bar E with the spiral spring or springs, rc3-enforced with theother necessary aforementioned details.

The spiral springs s s move freely upon the peripheryof the screw-threaded spring-bar G, have a range of longitudinal movement more or less extensive under compression, and are separated from each other, end from end, by the adjustable nuts a a', usually located about midwayy between the bearing-points of the arms of the housing H, said nuts operating to per form the function ot' increasing or relaxing the tension of the spirals, according to the requirements of the case. These springs s s' may bc re-cnforced in strength, if need be, by the introduction of a similar spiral spring of smaller caliber within the bore of the outer or larger spiral spring in such a manner as maybe most convenient in practice.

The guard-rail C is permanently bolted fast to the cross-ties or sleepers between thc maintrack rails, and located parallel with and about two inches from the permanent main-track rail A', and made to maintain said parallelism more or less until the pointed extremity of the switch-rail B is reached, from which point said guard-rail C may be inclined inward or flared more or less, so as to attain a position about parallel to said pointed switch-rail B when said switch-rail is open for the siding.

The permanent guard-rail C is also placed parallel to the main-track rail A, being located about two inches from the same in order to admit ofthe free passage ofthe flanges of the wheels of the passing car or train, and thus to perform the usual function of such appliances in preventing a too great lateral movement of the wheels toward the opposite side of the roadbed, and thus operating to protect the pointed end of the switch-rail B from too great friction and consequent wear in the case of the Contact therewith of the anges of the wheels of the cars on that side when a train is being shunted onto the siding. Said guard-rail C needs only be made of such length as will enable it to perform said function the most effectively.

By an inspection of the action of the flanges of the wheels of an ingoing train passing from the main track onto the siding, as shown in dotted lilies in Fig. 1, it will be perceived that when the tread of the wheels upon the left arrive at the commencement of the depression IOO IIO

IIS

they move without. jar upon the khorizontal time most successfully conserve the end prosurface of the permanent switch-rail B of the siding in a right line until said wheels 'reach the point e of greatest depression, when said wheels are deflected obliquely and the iianges otl the same move'freely over the concave surface of the depression without obstruction, in

consequence of lthe impact of the tianges ofthe -wheels of the train or car ou the right against the inner edge of the tread ot' the switch-rail B', said deflection being made `easily possible by such bend or elbow deflection ot'said switchrail B as will secure its general parallelism with the switch-rail B', and thus attain with. thelatter the eo-ordinatebearingsofthe desired siding in its functional integrity complete. Now, directing the attention to thc action of the anges ot' the wheels upon the right or prolonged switch-rail B', when they arrive at the intersection of the latter with the above-meutioned prolongation ot' the main-track rail A at the point ot' greatest depression, i, we will perceive that the same easy and uninterrupted passage ot' the lianges of the wheels ot' the ingoing train over the main-track rail A obtains as transpiredatthe point e at the entrance ot' the siding.

The only' change of construction found necessary in the mutually-supporting parts ot' theV frog 0 is that, instead of the horizontal support B ofthe depressed rail A above mentioned in its p rolongation being deflected at' the point t', as atf, to constitute a part ot' the switch-rail B of the siding, it is simply deflectedat a short angle or iiared, and then terminates inthe wing N ot' thc frog O. A similar termination or iiaring transpircs inthe case of the prolonged switch-rail B', said rail being deiiected at a short curve upon thev inside of the main track A, and then terminating, thus constituting the inner wing, M, of the frog 0, as shown in Fig. 2. This slight change ot construction above adverted to is rendered necessary simply from the fact of the engagement of the tlanges of the wheels with the above-mentioned parts of the frog O, being that of those wheels upon the side of the car opposite to that of those that engage with the corresponding parts in the switch proper. The

throat ot' the frog O is thus seen to be the point of greatest depression, t', while the'tongue consists of the highest point, r, of the incline, and the pointed extremity ot' the permanent sidingrail D, said inclined prolongation ofthe maintrack rail A and said pointed permanent rail D being bolted securely together, or otherwise immovably attached at said point r, so as to afford the necessary prolonged bearings, re-

spectively, ot' both main-track and siding rails to secure the desired safe passage of a train over the frog in any desired direction. It is thus readily observable that the continuity both of the main-track rails A A andthe switchrail B is fully maintained by an association of parts that in their practical application are both devoid of complexity and at the samev posed, either of admitting of the passage ot' a train upon the main track at any speed desired or of shunting the same onto the sidingy with equal safety and facility, a degree of solidity and `strength being thus attained most desirable and absolutely necessary in view of theV vital interests at stake in the premises.

It now remains to show howacarortrain may be absolutely secure from derailment in passing down the main track, the switch being left open to the siding, or from the siding onto the main track', the switchbein g closed to the side track, either from' accident or design in either case, and how this end is attained without derangement or accident to the mechanism of the switch, and consequent danger ot' destruction'ot' both lite and property in the case of trainsin transit. Let us take, for instance, the former case, the switch being open for the siding, and the train coming down the main track, in which case the pointed switch-railB' is held by the switch-lever against the side of the permanent track-rail A', and the anges of the wheels of the downgoing train, entering wedge-like into the angle between said rails,

- force the same apart at their point of contact against the pressure of the spring sufficiently to admit of the'passage ot the wheels so 4engaging, thus imparting to the pointed switchrail B a lateral movement. The wheels having passed the poiut, the springS will restore the pointed switch-railB to its normal position of engagementwith the main track-rail A occupied by said switch-rail B before said supposed passage ot' a train; or, again, on the other hand, take the case in which the switch is closed for the sidetrack, and the train attempts to pass from the siding onto the main track, the pointed switch-rail B being locked to a position ot' close contact laterally against the iixed guard-rail C. In the supposed case an opposite lateral movement takes place vfrom what obtains inthe former case, both by a similar wedging of the flanges of the wheels into the angle between the pointed switch-rail B and the guard-rail C iu connection with the lateral pressureof the tianges against said switch-rail B', from the fact that when the latter is in the supposed position there is aconvergence of the opposite rails of the sidingin the direction of the opening of the switch-a result attainable from the compressibility of ofthe spiral spring s', which in this case performs the same function as the spiral spring s in the former'supposed case, and which similarly, as in said former supposed case, upon the removal ot" the pressure, has sntcient elasticity to force said switch-rail B back to its normal position (to which I have supposed it previously set locked) after the passage of the train.

It now remains to show the functions of the guard-rails D and D, located opposite to the frog O, and lying between the rails, respect ively, of the main line and the siding. In the case of the train passing in either direction upon the main track, the guardrail D', being permanently located within the prolongation of the main-track rail A' and about two inches from the same at the central point of said guard-rail, performs the oice of preventinga too great lateral motion ot' the wheels ot` they passing train by eonning the anges of the same to said limits, and thus secures the passage ot' the wheels upon the opposite track unerringly between the rail A and guard-rail M, and thus conserving the passage of the train over the frog O, even though the train should Iurch t'rom any cause to either side ot' the roadbed.

In the case of a train passing in either direction upon the siding, the guard-rail D" is located within the prolongation of the switchrail B opposite the frog O, and in all other rcspects similarlyr situated, as in the case of the guard-rail D', and for the performance of a similar function in securing the safe passage of the wheels of the train over the co-ordinate bearings of the frog and track, as in the analogous case of a train passing over the main track.

In practice it maybe found most convenient in the case ot both the guard-rails D' and Dll to flare them inward from some central point, as h, toward each extremity ot' the same, to such an extent l rom the track-rails,respectivel y, as to admit of the easy passage of the anges of the wheels ot' an ingoing or passing train, in consequence of the engagement or impingement otl the same against said guard-rails with a gradually-increasing pressure to said point h, where the maximum pressure of said tlanges should obtain.

In a previous application, serial No. 26,765, I have shown in a railroad-track a depressed main track in connection with the usual siding without claiming the same, broadly.

I am aware of the United States Patents Nos. 48,470 and 69,599, and English No. 3,183 of 1873, to IVnLWharton, J r., and to such construction asis shown in them I make no claim.

What I claim as new, and desire to secure by Letters Patent, is-

1. In a railroad switch and frog, the depressed rail A of the main track and the rail A' ot' the same, in combination with the perinanent elbow-rail B and the pointed and movable switch-rail B' of the siding, as and for the purpose hereinbeforc set forth.

2. In a railroad-switch,thecombination,with the main-track rails A and A', the former bcing depressed, andthe permanent elbow-rail B, and the pointed and movable switch-rail B' ofthe siding, ota suitable spring or springs for actuating the pointed switch-rail B' laterally for the purpose of shunting a car or train from said main track onto the siding, or vice versa, substantially as described.

3. In combination with the springs s s', the housing II, and springbar G, the adjustingnuts n u', movable on the said screw-threaded spring-bar G, to increase or diminish the tension of said springs, substantially as and for the purpose hereinbef'ore set forth.

4. The combination, with the main track A A' and the siding B B', ot' the depressed frog O and supporting-rail B", substantially as and for the purpose set forth.

5. A railroad-frog provided with a depressed main-track rail, and having the necessary siding and guard rails associated therewith, substantially as and for the purpose set forth.

6. The combination, with the throw-bar and switch-point, of screw-threaded spring-bar G, the springs s s', and adjustable nuts n n', whereby the tension of said springs may be regulated independently of each other, as and for the purpose set forth.

In testimony that I claim. the foregoing as my own I' atix my signature in presence ot' two witnesses.

' WILSON I. DODSON.

Witnesses:

S. P. NoULAMEs, GEORGE HoUsE. 

